Air-brake.



No. 684,723. Patented Oct. m, I899.

' c. u. BUTTON.

MB BRAKE.

(Application filed Oct. 23, 1 897.}

5 Sheets-Sheet L (No Model.)

"IVE??- No. 634,723. Patented Dot. 10, 1899.

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AIR BRAKE.

(Application filed Oct. 28, 1897.) (No Model.) 5 Shuts-Sheet 2.

A3. t t 10 17 FIG 3 f2 1 if flllllW/f/Z/ 1' WITNESSES:

, Patented Oct; I0, I899. C. N. BUTTON;

AIR BRAKE.

lApplicaticn filed Oct. 23, 1897.)

5 Sheets-Sheet 3,

(Ila Model.)

w: "cams FEIEHS cu, PNGTO-LITHDU WASHINGTON. o. c

No. 634,723. Patented Oct. I0, I899.

I B. N. BUTTON.

AIR BRAKE.

(Applied-ion filad. Oct. 23, 1897.) (In now.) i 5 Sheata$heet 4,

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No. 634,723. Patented barf-10,1899.

c. N. BUTTON.

AIR BRAKE.

Application fllod'Oct. 23, 1897.) (No Model.) 7 5 Sheets-Sheet 5.

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p UNITED STATES PATENT OFFICE.

OHAUNCEY N. DUTTON, OF .NEiV YORK, N. Y.

AIR-BRAKE;

SPECIFICATION idrm'ing part of Letters Patent No. 634,723, dated October 10, 1899. Application filed October 23,1397. serinuaeteais. momma.)

provement in Air-Brakes,of which improve-' ment the following is a specification.

My invention relates to triple valves for automatic air-brake systems; and its object is to provide a valvular mechanism of that general class or type which shall be. of simple, compact, and inexpensive construction, and in the operation of which graduation, service, and emergency stops, stops under higher than ordinary pressure, and the release of the brakes thereafter may be eli'ected with the greatest practicable prom ptness and certainty and without liability to failure, derangement, or excessive wear of any of the operative members.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings,'Figure 1 is a longitudinal central section through a triple valve, illustrating an embodiment of my invention, the parts being shown as in release or running position; Fig. 2, a similar view with the parts in position at the commencement of port-opening for a service application of the brakes; Fig. 3, a similar View with the parts in position for eil'ectingaquick action or emergency application; Fig. 4, a similar View in release position, showing the application of ring-packing to each of the pistons; Fig. 5, a sim'ilarview in release po sition, showinga modification in which higher braking pressure is attained bythe employment of two auxiliary reservoirs; and Fig. 6, an inverted plan View of a portion of a railroad-car, illustrating the application of the structure of Fig. 5 in an automatic air-brake system.

In the practice of my invention the operative mechanism of the triple valve is inclosed within a case or shell 10, which is of substantially cylindrical form and comparatively small volume. vA nozzle or tubular connection 16 for the attachment of a pipe leading to a brake-cylinder when the device is installed for service in an automatic air-brake apparatus is cast upon or otherwise fixedto a shell on one side ofan axial plane thereof, and similar connections 9 and '17 are fixed upon the shell on the opposite side of such axial plane. The nozzle 9 is provided for the attachment of a pipe leading to an auxiliary reservoir and thenozzle 1.7 for a pipe leading to the main air or train pipe of the brake system. The central portion of the shell is lined with a bushing 11, which is finished to a truly-cylindrical bore, and the end port-ions of the shell are lined with similarly- ,bored bushings ll" 11, both of which are of smaller diameter than the central bnshin g 11, the bushing 11", which is located nearest the train-pipe connection 17, being also of smaller diameter than the other bushing 11. For the purpose of excluding dust and other foreign matter, as well as to provide seats for graduating-springs, the heads of the shell are closed by heads 19 19. To admit of the insertion and removal of the centralbushin g 11, the larger end bushing 11 is fitted in the adjacent head 19. Exhaustpassages 15 are formed in the head 19, which is adjacent to the smaller end bushing 11", and a small passage should be made in the opposite head 19 connection 17. The brake-cylinder'conuection .16 communicates by, passages in the shell with release-ports15 in the smaller end bushing 11 and with supply-ports 31 in the central bushing 11. The exhaust-passages 15 which are formed in the head 19 of the smaller end bushing 11?, communicate in the release position of the piston with the release-ports 15. The auxiliary-reservoir connection 9 communicates by a passage 9 in the shell with a small charging or feeding-in port 51 and with a supply-port 9"", these ports being formed in the central bushing on the sides of the port 31 nearer the smaller and the larger bushings, respectively.

Communication between the train-pipe and auxiliary-reservoir connections, between the auxiliary-reservoir and brake-cylinder connections, and between the brake-cylinder connection and the exhaust-passages is opened and closed when and as required in the application and release of the brake-shy a pisthe bushing 11 is fitted.

ton 12, which consists of a central body or stem, preferably, as shown, of tubular form, and a central and two end heads 12 12 12", formed integral with or otherwise fixed to the body of the piston and fitting, respectively, the central bushing 11 and the end bushings 11 11 of the shell. An annular peripheral recess 22 is formed in the central head 12, and the head 12, which fits in the bushing 11, should be provided with suitable packing-rings 12 to compensate for any maladjustment of the head 19 of theshell,in which The piston-heads 12 and 12 may also be provided with packing-rings 12, if desired, as in the construction shown in Fig 4.

A valve-chamber43 isformedin the smaller end head 12 of the piston, the outer end of said chamber being closed by a removable head 43, which serves, primarily, to close communication between the cham her and the space which is open to the atmosphere within the bushing 11, and, secondly, to admit of the insertion and removal, as required, of a quick-action or emergency valve 41. Valve 41 is normally held seated upon a valveface 41 in the chamber 43 by a closing-spring 50 and controls a large port or passage 42, which establishes communication between said chamber and the bore of the tubular body 12 of the piston on the train-pipe side of the central head 12 thereof. This portion of the bone is continuously in communication the port 18.

with the train-pipe connection 17 through ports 20in the body of the piston and through Ports 46 are formed in the wall of the chamber 43 in such position thereon as in different positions of the piston-head 12 to communicate Wllh the train-pipe supply-port 18 to be closed by the bushing 11 and to communicate with the release-ports 15, respectively. Ports 23 in the central piston-head 12, which are always open, establishcommunication between the peripheral recess 22 of said head and the space between said head and the larger end head 12, and a port 35, the transverse area of which is restricted relatively to that of the brake-cylindersupply-ports 31, is formedin the periphery of the head 12, said port also leading into the space between the heads 12 and 12.

Gradualing-springs 39 35) are located in casings 38, fixed centrally in the heads 19 19 of the valve-casing 10, said springs hearing at their inner and outer ends, respectively, on washers 40, fitting freely in the casings 38, and on adj listing-blocks 39, by which the tension of the graduating-springs may be varied, if desired, said blocks being screwed into the casings 38 and preferably covered by caps 39. bhort stems 36 30' are fixed centrally on the head 43 of the pistonhead 12 and on the opposite end head 12, each of said stems being adapted to abut against the washer 40 of one of the graduating-springs 39 or 39, as the case may be, when the piston The has made a short traverse in one or the other direction.

The construction shown in Fig. 4 accords in all substantial particulars of construction and operative relation of parts with that above described and differs therefrom only in the minor structural features of having each of the heads 12, 12 and 12 of the piston fitted with packing-rings 12 and having the restricted auxiliary-reservoir supply-port 35 located in the bushing 11 as an extension of the port 9 instead of being formed in the piston-head-12-, as in the instance first described. The casing 38 of the graduating-spring 39 is also extended inwardly instead of outwardly from the head 19 in order to reduce the aggregate length of the complete device.

In the operation of the apparatus, the noz- Zles 17, 9, and 16 of the casing 10 being, of

course, understood to be properly connected by pipes in the ordinary manner with the train-pipe 2, an auxiliary reservoir 6, and a brake-cylinder 7 of an automatic air-brake apparatus of the standard WVestinghousetype or any other similarly-operating apparatus, the engineer charges the train-pipe and auxiliary reservoir and brings the piston into the release or running position shown in Figs. 1,4, and 5 by admitting air under pressure by the engineers valve on the locomotive from the main reservoir to the trainpipe, the air so admitted passing through the train-pipe connection 17 and large supplyport 18 into the bore of the central bushing 11 of each of the triple valves of the brake system on the train-pipe side of the central piston-head 12. Air also passes through the ports 46 into the chamber 43 of the emergency or quick action valve 41, establishing an equilibrium of pressure on the opposite sides of said valve. By reason of the excess of area of the head 12 over that of the head 12 the pressure of the air forces the piston to the left until thestem 36 bears against the washer 40 of the adjacent graduating-spring 39, thereby uncovering the feeding-in port 51, through 'which and through the passage 9* and its connections the auxiliary reservoir is charged with air at train-pipe pressure. The air also passes through the ports 9 and 23 into the annular recess 22 of the piston and into the space between the central and thelarger end head 12, thereby establishing equilibrium of pressureupon opposite sides of the central head and maintaining the piston in the running or release position shown in Figs. 1, 4, and 5 by the pressure upon the excess of area of the head 12 over'that of the head 12.

In order to effect a service application of the brakes that is to say, one which is made with a moderate degree of force-the engineer slightly reduces the pressure in the train-pipe by discharging a small amount of air therefrom at the engineers valve, whereupon the then greater pressure in the aux- IIO iliary reservoir, acting upon the excess of area of the central piston 12 over that of the larger end head 12, moves the piston, thereby first, in order of traverse, closing the feeding-in port 51 and cutting ofi communication between the auxiliary reservoir and the train-pipe; next, closing the release-ports 15 and cutting off communication between the brake-cylinder and the atmosphere, and next uncovering the supply-ports 31 and ad,- mitting air from the auxiliary reservoir to the brake-cylinder to apply the brakes through the port 9", the recess 22 of the piston, and the supply-ports 31. While. the successive operations above specified are performed in the'order stated, the movement of the piston is so rapid that there is practically no perceptible interval between the beginning and end of the traverse in and by which it performs them. Fig. 2 shows the piston in that portion of its traverse in which it has closed the ports 51 and 15 and is on the point of opening the ports 31 to admit air from the auxiliary reservoir to the brake-cylinder connection 16.

The release of the brakes is effected by th readmission of air to the train-pipe in sufi'icient quantity to move the piston to release position, as in the charging of the auxiliary reservoir before described.

In order that the piston may makeits complete traverse in either direction, it is necessary for it to compress one or the other of the graduating-springs 39 39, and the distance between the outer ends of the stems 36 and 36 is such that the piston is capable of a short range-o1 motion near the central portion of its traverse without compressing either of said springs. This construct-ion enables the operation of graduation to be perfectly effected without the employment of a special valve device for the purpose, as the engineer by slightly increasing or reducing the pressure in the train-pipe can overcome the friction of the piston and move it sufficiently far in one or the other direction to wholly or partially cover or uncover the brake-cylinder supply-ports 31 without compressing either of the graduating-springs, and thereby'retain or gradually increase pressure in the brake-cylinder without liability of moving the piston far-enough toward the exhaust end of the casing to open the brakecylinder release-ports 15.

When it is desired to apply the brakes with maximum rapidity and force, as in cases of emergency, a more sudden and greater reduction of train-pipe pressure is made by the engineer than is necessary to effect a service application, and the piston is thereby moved to the extreme limit'of its traverse toward the exhaust end of the casing, as shown in Fig. 3, compressing the grad uating-spring 39 and bringing the ports 46 of the emergencyvalve chamber 43 into communication with the release-ports 15. The air in said cham her being thereby permitted to expand into the, brake-cylinder, the higher train-pipe pressure on the under or outer side of the emergency-valve 41 unseats said valve, and train-pipe air is vented tothe brake-cylinder through the port 18, the port 42, which is uncovered by the emergencyvalve, and the ports 46 and 15. The same movement of the piston brings the restricted port 35 into communication with the port 9 and auxiliar reservoir connection 9, and air from the auxiliary reservoir is admitted to the brake-cylinder through said connection and port, the ports 23, the recess 22 of the piston, and the port 31 and brake-cylinder connection 16.

When the pressure in the brake-cylinder becomes equalized with that in the train-pipe, the closing-spring 50 seats the emergencyvalve 41 and backflow of air from the brakecylinder to the train-pipe is prevented. The venting of train-pipe air to the brake-cylin der in the manner and by the means above described expedites the serial application of a plurality of brakes and increases the brak .ing force similarly to and more powerfully than in quick-action triple valves of the constructions heretofore known and employed in railroad service.

Fig. 5 illustrates a structural modification, in the operation of which the several braking functions above described are accomplished in the same manner and by members the same in all essential particulars as before described, but which is further provided with means whereby high-speed braking at pressures of one hundred and ten pounds to the square inch, or thereabout, may be effected by the employment of a supplemental auxiliary reservoir. To this end the casing 10 is provided with a supplemental auxiliary-reservoir connection 6*, which communicates with a supplemental auxiliary reservoir 6 of larger volume than the main auxiliary reservoir 6, which latter reservoir communicates, as in the previous cases, with the connection 9 of the casing. The connection 6' communicateswith the connection 9 by a supplemental feeding-in port 51, and supplemental supply-ports 6 in the central bushing 11 communicate with the connection 6. A restricted auxiliaryreservoir supply-port 7 35 is formed in the bushing 11 as an extension of the port 9, as in the construction shown in Fig. 4, and the ports 46 of the emergency-valve chamber 43 are longitudinally extended, so as to have a longer range of communication with the release-ports l5. A supplemental graduatingspring 39 surroundsthe graduating-spring 39 at the exhaust end of the casing and bears at oneend against a ring 40 and at the otheragainst a screw-adj usting block 39 The main auxiliary reservoir 6 should be comparatively small relatively to the brakecylin'der, so that if the entire volume of air contained in the reservoir 6 were fed suddenly to raise the brake-cylinder pressure to the intensity necessary for a service application of the brakes.

Charging of the auxiliary reservoirs, service applications, graduation, and release are effected as in the instances before described. When the engineer desires to apply the brakes with what may be termed mean intensity, he effects a sufficiently sudden and great reduction of train-pipe pressure to move the piston toward the exhaust end of the casing until it compresses the gradnatingspring 39 and brings the ports 46 ofthe emergencyvalve chamber into communication with the release-ports 15, when train-pipe air is vented into the brake-cylinder by the nnseating of the emergency-valve 41, and air is admitted to the brake-cylinder from the small main auxiliary reservoir 6 through the port 9", the recess 22 of the piston, and the port 31.

If the brake is to be applied with maximum intensity, a still greater reduction of train pipe pressure is made by the engineer, where by the piston is caused to make its maximum traverse toward the exhaust end of the casin g, compressing both the gradnatin g-sprin gs 39 and 89, bringing the ports 46 into communication with the release-ports 15, and opening the port 6 which communicates with thesupplemental auxiliary-reservoir connection 6*. Train-pipe air is thereby vented to the brake-cylinder as before, air from the large supplemental auxiliary reservoir 6 is admitted to the brakecylinder through the ports 6, 23, and 31, and air from the small main auxiliary reservoir 6 enters the brake cylinder through the ports 9 35, and Sl.

I claim as my invention and desire to secure by Letters Patent 1. The combination, substantially as set forth, of a case or shell having train-pipe, auxiliary-reservoir, and brake-cylinder connections, and an exhaust-passage, ports in said case establishing communication between the train-pipe and auxiliary-reservoir connections, between the auxiliary-reservoir and brake-cylinder connections, and between the brake-cylinder connection and exhaust-passage, respectively, and a differential piston fitted to traverse in the case and control the ports thereof, said piston having connected heads of relatively different diameters, and being movable, in either direction, by pressure upon the excess area of one of its heads above that of another, induced by a variation of pressure in the train-pipe connection.

2. The combination, substantially as set forth, ofa case or shell having train-pipe, auxiliary-reservoir, and brake-cylinder connections, and an exhaust-passage, ports in said case establishing communication between the train-pipe and auxiliary-reservoir connec tions, between the auxiliary-reservoir and brake-cylinder connections, and between the brake-cylinder connection and exhaust-passage, respectively, and a piston fitted to traverse in the case and control the ports thereof,

said piston having a central head exposed on its opposite sides to train-pipe and to auxiliary-reservoir pressure, and differential end heads of smaller diameter, the larger end head being exposed on its opposite sides to auxiliary-reservoir and to atmosphere pressure, and the smaller end head being exposed on its opposite sides to train-pipe and to atmosphere pressure.

3. The combination, substantially as set forth, of a case or shell having train-pipe, aux iliary-reservoir, and brake-cylinder connections, and an exhaust-passage, ports in said case establishing communication between the train-pipe and auxiliary-reservoir connections, between the auxiliar -rcservoir and brake-cylinder connections, and between the brake-cylinder connection and exhaust-passage, respectively, a differential piston fitted to traverse in the case and control the ports thereof, said piston having connected heads of relatively different diameters, and being movable, in either direction, by pressure upon the excess area of one of its heads above that of another, induced by avariation of pressure in the train-pipe connection, and springs supported on the case in such relation to the piston as to oppose resistance to movement there of in either direction, other than a limited range at the central portion of its traverse.

4. The combination, substantially as set forth, of a case or shell having train-pipe, auxiliary-rcservoir, and brake-cylinder connections, and an exhaust-passage, ports in said case establishing communication between the train-pipe and an xiliaryreservoir connections, between the auxiliary-reservoir and brake-cylinder connections, and between the brake-cylinder connection and exhaust-passage, respectively, a differential piston, fitted to traverse in said case and having heads which directly control the ports thereof, and an emergency-valve seated in said piston and controlling communication between the trainpipe and brake-cylinder connections.

5. The combination, substantially as set forth, of a case or shell having train-pipe, auxiliary-reservoir, and brake-cylinder connections, and an exhaust-passage, ports in said case establishing communication between the train-pipe and auxiliary connections, between the auxiliary-reservoir and brake-cylinder connections, and between the brake-cylinder connection and exhaust-passage,respectively,

a piston fitted to traverse in the case and control the ports thereof, said piston having a central head exposed on its opposite sides to train-pipe and to auxiliary-reservoir pressure, and differential end heads of smaller diameter, the larger end head being exposed on its 634,723 I b A 5 and with the brake-cylinder connection, rcspectively, at different stages of traverse of the piston, and a spring-seated emergencyvalve controlling communication between the train-pipe connection and said valve-chamber.

6. The combination, substantially as set forth, of a case or shell having train-pipe, auxiliary-reservoir, and brake-cylinder connections, and an exhaust-passage a central bore of maximum diameter, and two end bores of smaller and relatively-different diameters, a piston having central and end heads fitting the bores of the case and a peripheral recess in its central head, a feeding-in port in the case, through which, when uncovered by the central piston-head, communication is established between the train-pipe and auxiliaryreservoir connections, a release-port in the case, through which, when uncovered by the smaller end head of the piston, communication is established between the brake-cylinder connection and the atmosphere, supplyports in the case, through which and through the peripheral recess of the central pistonhead, communication is established between the auxiliary-reservoir and brake-cylinder connections, and graduating springs supported in the case, each adapted to abut against one of the end'heads of the piston when the same has made a limited range of traverse.

7. The combination, substantially as set forth, of a case or shell having train-pipe, anxiliary-reservoir, and brake-cylinder connections, and an exhaust-passage, a central bore of maximum diameter, and two end bores of smaller and relatively difierent diameters, a piston having central and end heads fitting the boresof the case and a peripheral recess tion is established between the brake-cylinder connection and the atmosphere, supplyports in the case and central piston-head,

through which communication is established between the auxiliary-reservoir and brakecylinder connections, a valve-chamber in the smaller end head of the piston, a port in said chamber adapted to communicate with the train-pipe connection and with the release port, respectively, at different stages of traverse of the piston, a spring-seatedemergencyvalve controlling communication between the train-pipe connection and said valve-chamher, and a graduating-spring adapted to abut against the smaller end head of the piston when the same has made a limited range of traverse.

8. The combination, substantially as set forth, of a case or shell having train-pipe, main auxiliary-reservoir, supplemental auxiliaryreservoir, and brake-cylinder connections, and an exhaust-passage, ports in said case establishing communication between the trainpipe and main and supplemental auxiliaryreservoir connections, between the main and supple mental auxiliary-reservoir connections and the brake-cylinder connection, and be- I tween the brake-cylinder connection and exhaust-passage, respectively, and a differential piston fitted to traverse in said case'and having heads which directly control the ports thereof.

9. The combination, substantially as set forth, of a case or shell having train-pipe, main auxiliary-reservoir, supplemental auxiliary reservoir and brake cylinder connections,- and an exhaust-passage, ports in said case establishing communication between the train= pipe and main and supplemental auxiliary= reservoir connections, between the main and supplemental auxiliary-reservoir connections and the brake-cylinder connection, and be= tween the brake-cylinder connection and ex= hau st-passage, respectively, a difierential piston fitted to traverse in said case and control the-ports thereof, and an emergency-valve seated in said piston and controlling commn nication between the train-pipe and brakecylinder connections.

CHAUNCEY N. DlfllONa Witnesses:

JULns P. .METZGER, F. N. GLEASON. 

